Two-car truck without center pin



July 3, 1962 F. E. BRILL ETAL 3,

TWO-CAR TRUCK WITHOUT CENTER PIN Filed Jan. 8, 1958 4 Sheets-Sheet 1 INVENTORS FRIEDRICH E M/L BRILL lfflNRA D TRUMPER ATTORNEYS July 3, 1962 F. E. BRILL ETAL 3,041,985

TWO-CAR TRUCK WITHOUT CENTER PIN Filed Jan. 8, 1958 4 Sheets-Sheet 2 INVENTORS FRIEDRICH EM/L BRILL AOA/RAD TRU/WPER' BY I Afi mv s 1962 F. EPBRILL ET'AL TWO-CAR TRUCK WITHOUT; CENTER PIN 4 Sheets-Sheet 5 Filed Jan. 8, 1958 INVENTORS FRIEDRICH EM/L GRAVES fT'O/VRAD TRUMPER ATTORN Y' 19627 F. ELBRILL ETAL 3,0413985 TWOJ-CAR TRUCK WITHOUT CENTER PIN Filed Jan. 8, 1958 4 Sheets-Sheet 4 INVENTORS FRIEDRICH EM/L BRILL ffO/VRAD TRUMPER Unite The present invention relates to a multiple-axle truck without center pin arranged below the central articulation of the members (car bodies). This truck is placed at right angles to the are around curves in the manner that its frame is at all times connected with the member end located correspondingly above same of the two adjacent members of the articulated rail train.

There are already known articulated rail trains with individual wheel sets guided perpendicular to the are, which are arranged in the manner of a free steering axle, on the supporting springs of which the opposite ends of the adjacent car bodies rest. It is furthermore known to provide below the connections of the members of articulated trains trucks which are connected by means of center pins and the wheel sets of which are guided perpendicular to the arc. In this connection each of the car bodies is supported on a center pin of the truck while both of them are supported on rockers or other setting devices movable transverse to the direction of travel and supported independently of each other against the truck frame. Finally, two-axle trucks without center pins are known for articulated trains which are guided radially by links which are connected directly between each train member and the truck frame. It is also already known to provide two-axle trucks in which a longitudinal beam rigidly connects the axleboxes of the antifriction bearings on each side of the car and forms a framework which is diagonally extensively rigid to distortion. By this arrangement, the sinusoidal running caused by the conicity and wear of the wheel tires is to be counteracted.

In order to reduce the height of the platform of railway cars, the trend is to try to use wheels of smaller tread-circle diameter. The provision of wheels of for instance the diameter of 600 mm. makes possible a Very considerable gain of loading height, which is of decisive importance in particular for piggy-back transportation. However, the connecting of small wheels involves a number of problems which up to the present time have prevented their introduction. In particular, there is a greater danger of derailing at the guide-less crossing gaps than in the case of wheels of normal tread-circle diameter. This greater danger of derailing is due to the fact that in the case of the wheel of smaller diameter, the ellipse of intersection through the flange of the wheel at the height of the upper edge of the rail-the length of which is decisive for guiding at the crossing gap--is less than in the case of the normal wheel. On the other hand, the length of the crossing gap is determined by the thickness of the flange and the crossing angle and can therefore not be reduced. If the sum of the major semiaxes of the said ellipse of intersection is smaller than the length of the crossing gap, the danger of derailing is present. F or these reasons, the railways of all countries have prescribed minimum tread-circle diameters which in general must be 840 mm. or more.

If for instance wheel sets with wheels having a treadcircle diameter of 600 mm. were arranged, in accordance with the arrangement described above as known, as free steering axle below the point of connection of an articulated train, the danger of derailing would be very great. If the individual axis is guided radially, the danger of derailing decreases. However, the dangerof derailing will not be completely eliminated on a curve.

rates Patent The object of the present invention is to make possible the provision of wheel sets even of very small diameter by complete elimination of the danger of derailing. This result is obtained in the manner that in the case of articulated trains a multi-axle truck without center pin is provided which consists in combination of a horizontally-diagonally rigid frame which bears wheel sets, two of which are free of play and are supported in a nonresilient manner against the truck frame, spring brackets and links via which each train member is individually supported on spring means which are arranged in the truck frame, the links being inclined at least in the transverse plane With respect to the vertical and the members being so connected by articulation means that they can carry out relative swinging motions in the vertical and horizontal but that no displacements of the members with respect to each other are possible.

In this connection, the guided individual axle is replaced by a plurality of wheel sets, in particular of small tread-circle diameter, two of which, due to the fact that they are connected with each other in a diagonally rigid manner and free of play, guide each wheel of the entire truck in the crossing gap. By this arrangement, the turning of the truck about its median perpendicular is prevented.

This phenomenon can be explained as follows: If, for instance, the first wheel is in the crossing gap and has a tendency to penetrate into it, a total turning of the truck would have to take place. This turning, however, is counteracted by the adherence forces (friction), in particular between the wheels of the rear wheel set and the rails. There conditions are such that a turning could only take place if the rear wheel turns back on the rail which is interrupted by the gap and the wheel turns forward on the other rail, in which connection these rotations would naturally be superimposed on the rotation of the wheel set. The relative rotation of the two wheels is, however, prevented in the manner that wheel sets are used, i.e. that the-wheels are connected rigidly for rotation with each other.

A turning of the truck, in view of this fact, could occur only if the wheels of the wheel set could slide on the rail. Such a sliding motion, however, does not take place since the adherence force between the wheel and the rail is considerably greater than the forces which tend to force the wheel into the guide-less gap; If the rear wheel is in the gap, the process is accordingly the reverse. In practice, the one wheel which is just in the wheel gap ,and is possibly endangered by its small tread-circle diameter is guided by two other wheel of the diagonally rigid truck frame. The third wheel acts in the same sense even though only to a slight extent.

In the arrangements previously customary, this was not the case since either the bearings within the truck had a certain freedom of motion or else, in one known case in which the antifriction hearings on each longitudinal side were rigidly connected by longitudinal girders, the truck was not guided within the meaning of the invention. In addition to the guiding effect by three additional wheels of the truck, as a result of the arrangement, in accordance with the invention, of the truck frame below the articulation points of the articulated train, in which connection each train member individually rests via spring brackets and links on spring means which are arranged in the truck frame, there is produced a dependable radial guiding of the truck frame so that no substantial angle of intersection between the wheel and rail occurs.

In the position at right angles to the radius of curva ture of the track curvature, the truck frame, in case of deviations, is moved back with considerable force due to the fact that the spring links are inclined with respect to the vertical at least in the transverse plane. In this manner, a three-dimensional pendulum effect occurs and gravity always effects a strong but soft setting back of the truck frame.

Only by the overall combination of the invention is it possible to create a truck with wheels of very small diameter which meets all requirements as to safety and running properties. In order to relieve the roller bearings in this case, a transverse connection of the braces by an additional central brace can be provided. Another possibility consists in increasing the axle diameter in the hearing so that a more favorable lever ratio is obtained.

There has proven particularly suitable an embodiment in which half-leaf springs arranged on the truck frame in the extension of the longitudinal braces are rigidly clamped by the collar end in the outer parts of the axle antifriction bearing housing and hang with their free ends on spring links.

The arrangement of the truck in accordance with the invention, which arrangement is resilient also in horizontal direction, brings about the further advantage that it simultaneously serves as horizontal spring means and takes up horizontal jolts so that a separate horizontal springing is not necessary.

If the carrying capacity of the cars is to be increased or if the articulated train is to travel over sections on which only a smaller axle pressure is permissible, the number of axles will have to be increased. For instance, three or more axles can be used. In this case, the difficulty will arise of allowing the system which is overdetermined by the provision of a plurality of wheels to come to rest uniformly With all rails in case of unevennesses in the track and around curves and furthermore in guiding the small wheels of the center axles properly in the crossing gaps.

In accordance with the present invention, this object is achieved in the manner that the truck is so developed, as previously explained, that the spring means rest against the truck frame via a hydraulic equalization; that at least one additional axle is provided on which the truck frame rests via a hydraulic equalization in such a manner that relative movements of the additionalaxle or axles with respect to the truck frame in vertical direction are possible; and that the additional axle or axles can carry out relative movements in the axial direction to the truck frame. The hydraulic equalization is advantageously created in this connection by pistons and cylinders in which connection the cylinders are connected with each other by conduits. The cylinders, in which the pistons operate, on which the spring means are arranged are in this connection provided in the truck frame. The other pistons rest directly on the axle bearing of the transversely displaceable axle; their corresponding cylinders are also arranged on the truck frame.

In this connection, the direction of force against the spring arrangement is upward; the pressure which is pro duced in the cylinders in which there operate the pistons against which the springs rest is transmitted, is reversed over the displaceable axle or axles and acts downward against the pistons which rest on the axle springs of the displaceable axles. The wheel pressure of all wheels is always the same due to this arrangement regardless of any unevennesses in the track.

The invention will be described below on basis of embodiments given by way of example with reference to the drawing, in which:

FIGURE 1 is a diagrammatic side view of a truck in accordance with the invention also termed twin axle, seen partially in section.

FIGURE 2 is a section along the line IIII of FIG- URE 1.

FIGURE 3 i a diagrammatic sideview of another embodiment.

FIGURE 4 is a top view corresponding to FIGURE 3, the spring arrangement in the lower part having been partially omitted.

FIGURE 5 is a diagrammatic side view of a third embodiment.

FIGURE 6 is a top view of one side of the invention shown in FIGURE 5.

FIGURE 7 is a diagrammatic side view of a truck in accordance with the invention having three axles.

FIGURE 8 is a top view corresponding to FIGURE 7 of half of a truck, the other part of which is of symmetrical development.

FIGURE 9 is a detail of FIGURE 7 on a larger scale.

FIGURE 10 is a schematic side view of two ends of members (of an articulated train) and of the articulation between the installations.

FIGURE 11 is a corresponding top view.

FIGURE 12 is a section at right angles to the longitudinal direction of the car through a swivel truck of more than two axles in accordance with the invention, showing the means which make transverse displaceability possible.

FIGURE 13 is a section along the lines XIII-XIII of 1 FIGURE 12.

In the embodiment shown in FIGURE 1, the wheels 1 of a fixed wheel set have a diameter of for instance 600 mm. Their axle bearings 2 are rigidly connected with each other by an arm 3. bearing box 2 there are rigidly clamped the ends of halfsprings 5, on the free ends of which hang inclined spring links 6, on which are suspended in known manner the ends of the members 7 of the articulated train. The

spring hooks 6 are inclined to the vertical also in the transverse direction of the vehicle so that the truck 14 called the twin axle together with its springs 5 forms a threedimensional pendulum. The members 7 of the train are connected in an articulated manner with each other for instance by a vertical central bolt 8. In order to obtain the lowest possible platform height, recesses 9 are provided in the bottom of the car above the wheels 1.

In the embodiment shown in FIGURES 3 and 4, the axial antifriction bearings 2 on each longitudinal side of the vehicle are connected with each other by a rigid arm 16. The arms in their turn are rigidly connected with each other by a transverse member 11. From the longitudinal leaf springs 12, the spring shackles 13 arranged in the spring center rest in the longitudinal center 14 of the arms 10. The ends of the leaf springs 12 are connected to spring links 6 which in their turn are articulated via spring brackets 15 to the ends of the members 7 of the articulated train.

The embodiment shown in FIGURES 5 and 6 provides leaf supporting springs 16 with a-spring shackle widened in the longitudinal direction of the vehicle in the center of the spring. From the spring 16, there hang two spring links 17 on which the members 7 of the articulated train rest via spring brackets 15 fastened to the ends 13. The free ends 19 of the leaf supporting spring 16 which are developed in pin shape rest in pans 20 on the axle bearing housing boxes 2 and are secured against rising by screw bolts inserted with play in the springs.

In the case of multiple-axle swivel trucks, for instance three-axle trucks, as shown in FIGURE 7, the wheels 1 are borne by the outer axles 21 and the central axle 22. The axle bearings 2 of the outer axles 21 are rigidly connected with the longitudinal arms 10. The arms 10, in the embodiment shown in the drawing, are again rigidly connected with each other by transverse members 11.

Furthermore, the axle bearings 2 can also be developed in addition as special bearings of increased axle-spindle diameter. In general, however, one of these measures is sufficient in order to obtain the horizontal-diagonal rigidity.

On arms 10, there are arranged near the axle bearings 2 cylinders 23 in which pistons 24 operate against the pressure fluid. Against the pistons 24, there rest spring shackles 25 which hold the leaf springs 26 together. The

On the outer sides '4 of the I leaf springs 26 are suspended via spring links 27 from spring brackets 28. To be sure, in the case of the vertical arrangement of the spring hooks 27, there is already a three-dimensional pendulum effect which results in a radial guiding of the truck upon passing over curves, but in accordance with the invention, this effect is to be further increased, at least by inclination of the spring links 27 in the transverse direction of the car with respect to the vertical. In the center of the arm 10, there are provided holding devices for the axle bearings 29 of the central wheel axle 22. As can be noted more clearly from FIGURE 9, these means consist of a frame 30 which has sliding jaws 31 which are arranged vertically. There is furthermore provided in frame 30 a cylinder 32 which is continuously connected by conduits 33 with the cylinders 23. In cylinder 32, there operates a piston 34 which rests against a shoulder 35 of the axle bearing 29. Between the surface of the shoulder 35 and the piston 34 sliding movements are possible. In the axle bearing 29, there are provided slide ja-ws 36 which cooperate with the slide jaws 31 in such a manner that a vertical movement as well as a movement in axial direction between the housing 21 and the axle bearing 29 is possible, but not a movement in the longitudinal direction of the car.

In FIGURES l0 and 11, there is shown an example for the connecting means between two members 7 of the articulated train. On one member, there are provided in this connection two straps 37 which can receive a horizontal bolt 38 which is secured by a nut 39. The bolt 38 in this connection passes at the same time through a spherical segment 40 which is arranged in a spherical bearing 41 which bears an extension 42 of the other member 7. It can be readily seen that a swinging of the two vehicles in the vertical about the axis of the pin 38 is possible and that a swinging about the centerpoint of ball 41 in the horizontal is also possible. However, the articulated connection can also be effected in all other known manners.

FIGURES l2 and 13 show an arrangement in which the movement of the axles in axial direction can be effected with less friction than in the case of the arrangement shown in FIGURE 9.

In this connection, on the top of the axle bearing 29, there is provided a recess 43 in which a roll body 45 limited on top and on bottom by cylindrical surfaces 44 is received at its bottom. In the truck frame It there is arranged a cylindrical housing 46 in which a piston 47 works against a pressure fluid. The piston 47 which is sealed by packings 48 has in its longitudinal center a recess 49, the top side 50 of which is horizontal and lies on the roll body 45 and the side walls 51 of which are inclined so as to permit a swinging of the roll body 45. The connection 52 of the cylinder housing 46 serves to receive the pressure lines 33. The device operates as follows: If, for instance, in the curve, due to rail forces, the axle is forced out of the position indicated in solid lines in FIGURE 12 into the position shown in dot-dash line, the body 45 rolls on the surface 50 and in the recess 43 of the axle bearing, until it assumes the position also shown in dotted line. The lateral motion is limited by the fact that the edge 53 of the axle bearing 29 comes against the edge 54 of the longitudinal arm 10 of the truck frame. The frictional forces occurring upon this movement will be minimal, as can easily be seen. The axial bearing is protected against movements in the direction of travel by the fact that slide jaws 55 which correspond to the slide jaws 36 of the embodiment shown in FIGURE 9 cooperate with slide jaws 56 which cor respond to the slide jaws 31 in FIGURE 9.

Instead of the provision of slide jaws, there can also be used other known means, in which connection, however, the result must be obtained that the central axis is supported without play but displaceable in axial direction and vertically.

Due to the fact that the cylinders 23 and 32 or 46 are connected with each other by conduits 33, an equalization of the axial pressure is obtained. The diameters of the cylinders on all axle bearings are so adapted to one another that at all times the same axle pressure is assured.

It is clear that in the case of trucks of more than two axles, as a result of the two wheel sets which are connected without play with the truck frame, the guide elfect for one of the wheels in the crossing gap is obtained, as described in connection with the two axle unit. The additional axles are also prevented from lining up with respect to the track and accurately guided since no transverse forces from the vehicle can act on the transversely displaceable axles if the axles are not already displaced to the extreme position and the axle bearings 29 come to rest against the longitudinal arms 10. Therefore a wheel which is contained on this axle cannot be forced into the crossing gap.

We claim:

1. A multiple-axle tnuck adapted to carry adjacent articulatedly connected ends of cars of a train without center-pin train-mounting means, comprising a horizontally rigid truck frame, two substantially parallel tandemmounted spaced wheel sets carrying said frame in fixed non-displaceable relationship thereto, each of said wheel sets including an axle and tWo wheels, at least four connecting links for connecting adjacent ends of articulated connected train cars to said frame, said connecting links being spaced apart to form the corners of a horizontal rectangle, a first joint for each connecting link pivotally connected thereto, spring means attached to said frame and supporting said joint, and a second joint for each connecting link attached to a car and pivotally attached to said link, the axes of said pivot joints being substantially parallel to the axis of said wheels, the first and second pivot joints at each link being spaced apart in a vertical direction and wherein said wheels are of smaller diameter than conventionally used wheels.

2. A truck according to claim 1, wherein said spring means include half-leaf springs, one end of each of said half-leaf springs being fixed to housing means for wheel bearings for each of said wheel sets, the other and free end of said half-leaf springs being connected to each said first pivotal joint.

3. A truck according to claim 1, wherein said spring means include leaf-spring sets, a shackle securing each spring set together at the longitudinal center portion thereof, each said shackle being centrally mounted on the center portion of the corresponding outer side of said truck frame, the outer and free ends of said spring sets being correspondingly connected to each said first pivotal joint.

4. A truck according to claim 1, wherein is provided bearing means for said axles, and said spring means includes leaf-spring sets, each said spring set being situated substantially in a vertical plane with and above a corresponding longitudinal arm of said truck frame, a shackle on each said arm securing each said spring set together and on said arm fixedly at the longitudinal center portion thereof, each end of each said spring set being secured to said bearing means for corresponding wheels on each outer side of said frame.

5. A truck according to claim 1, wherein hydraulic means is interposed between said spring means and said frame for equalizing the axle pressures of the truck, said hydraulic equalization means including inter'communieating hydraulically pressurized cylinders and pistons therein and actuated thereby to transmit pressures to said spring means and said frame, said truck frame having at least three pairs of substantially parallel tandem-mounted wheels carrying said frame, all of said pairs of wheels in excess of two end pairs containing means for providing axial displacement of said excess pairs of wheels relative to said truck frame.

6. A truck according to claim 5, wherein bearing means is provided for the excess wheel axles and said hydraulic equalization means includes first and second pistons and hydraulically inter-communicating cylinders containing said pistons, said first pistons and cylinders being responsive to pressure from said spring means and being in hydraulic communication with said second pistons and their cylinders, said second pistons and cylinders being arranged and adapted to receive and transmit thrust between said frame and said bearing means provided for each said excess Wheel for providing axial displacement of said excess pairs of Wheels.

7. A truck according to claim 5, wherein said spring means are secured by means of said pistons of said by draulic equalization means to the truck fram and the said links which connect said adjacent car ends with said springs are inclined in a transverse direction With respect to the longitudinal axis of the truck and in an inclined direction with respect to the vertical axis of the truck.

8. A truck according to claim 5 wherein said means for providing axial displacement of said excess pairs of wheels transverse with respect to said frame includes additionally a roller body having a curved top and bottom References Cited in the file of this patent UNITED STATES PATENTS 2,513,266 Laukus June 27, 1950 2,896,551 Lich July 28, 1959 2,954,745 Lich Oct. 4, 1960 FOREIGN PATENTS 86,288 Sweden May 12, 1936 316,319 Switzerland Nov. 15, 1956 

